Internal-combustion engine.



A. BUTSGH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED SEPT. B, 1910.

Patented July 18, 1911.

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UNITED STATES PATENT OFFICE.

AIIQHOITSE BUTSOH, OF ST. LUCIA, BRITISH WEST INDIES.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, ALPHONSE Bureau, a citizen of no country, residing at St. Lucia, British West Indies, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention provides an engine of the explosive or internal combustion ty e,

which is practically valveless in contra 1stinction to en 'nes of this type requiring valves for controlling the inlet and the exhaust.

The invention is designed to provide an engine of the character specified which invo ves an extremely simple construction-and in which the ignition of the gaseous mixture is effected by means of a red hot igniter, the latter bein arranged so as not to present any expose part, the invention also providing for control of speed ing to the results to be attained and the engine being of such construction as to run equally well in either direction.

The invention consists of the novel features, details of construction and combina-. tion of arts, which hereinafter will be more particu arly set forth, illustrated in the accompanying drawing, and pointed out in the a pended claims.

Re erring to the drawing, forming a part of the application, Figure 1 is a vertical central section .of an engine of the type aforesaid embodying the invention. Fig. 2 isa section on the line w-a: of Fig. 1.

Corresponding and like parts are referred and indicated in all the views of the drawing, by the same reference characters.

"The numeral 1 designates the cylinder which may be of any construction and size and which has an explosion end made hollow for the circulation of a cooling medium in the well known manner.

2 indicates a piston which is arranged to operate within the cylinder and which is x A hollow ignition tube 3 is suppor ends in o enings formed in epipposite walls provided with an expansion chamber 25.

ted at 1ts of the cy inder near the dos end thereof. A hollow nut 4 retains the ignition tube 3 in place and packing gaskets 5 of asbestos or other materialare located at the ends of and power accord- 33 and 34, the c Specification of Letters Patent. Patented J uly 18, 1911. Application filed Beptcinher 9, 1910. Serial No. 581,128. A

the ignition tube. A 'assa the head or closed en of t e cylinder and receives a valve 24, which controls the delivery of fuel to the engine. The stem of the fuel delivery valve 24 operates in an opening formed in a hollow nut 6 and a spring cooperates with said' stem to normally hold the valve 24 seated. The valve 24 is located in line with the ignition tube 3. A passage 11 intersects the opening con-. trolled by the fuel deliver valve 24 and also constitutes the oylin er of the fuel pump. A spring actuated fuel inlet valve 8 closes the passage 11 so as to shut off communication between said passage and the e is formed in fuel inlet 9, the latter being connected in the usual way with the source of fuel sup ly. A hollow nut 7 receives the stem cf the Fuel inlet valve 8. A packing kc! 10 ,is interposed between the head 0 the cylinder and the casting fitted thereto and which casting is formed with the several passages. The fuel pump comprises a lunger 12, which is of comparatively small diameter and arranged to operate in a part of the passage 11 orming the cylinder. The fuel pump is actuated in the operation of the engine by means of a motor, the latter comprising a piston 13 and a cylinder in which said piston is arranged to operate. The plunger 12 rojects from thepiston 13. A stem 14 of arger diameter than the plunger 12 projects from the opposite face of the piston 13, with the result that said iston 13 presents faces of diflerent areas. The cylinder in which the piston 13 o erates comprises chambers amber 33 corresponding to the face of the piston presenting the larger area and the chamber 34 facing the side of the piston 13 presenting the smaller area. A set collar 15 is threaded u on the stem 14 and limits the instnoke of t e piston 13. A set screw 17 threaded into a support 18 regulates the outstroke of the piston 13 by engaging with the stem 14. The head of the set screw 1? has its outer edge notched and a spring arm 16 is adapted to engage the notches formed in the head of the set screw to hold the latter in the adjusted position. By proper adjustment of the set collar 15 and set screw 17 the stroke of the lunger 12 of the fuel pump may beregulat to supply the required amount of fuel to the engine at each stroke according to the load or work to be performed. A passage 20 connects the chamber 33 with ports 21 and 22, the

The operation of the engine is as follows:

Air is admitted into the crank case 32 through the port 29 at the end of the in- 'stroke. During the next outstroke the port 29 is masked and the air compressed in the crank case. At the end of the outstroke ort 30 is unmasked, thus allowing the air rom the crank case 32 to pass up throu h the passage 31 and enter the cylin er through the port 30. The piston then moves upward, masking the port 30 and also the exhaust 1port 28 and compressing the air now in t e cylinder. Some of this air will pass out through the passage 26 up the passage 20 into the cylinder 33, thus acting on the front face of the piston 13. Some air will also enter through the passage 19 shown by dotted lines} l and reach the rear ace of piston 13 into t e annular space 34. Now it will be noticed that the front face of said piston 13 presents a much larger area to the compressed air than the rear face, thus keeping the piston firmly in the position shown in Fig. 1, the rod 14 pressin against the screw 17. Toward the end 0 the instroke passage 26 is suddenl masked by the piston and when the cran reaches on the center line the lower passage 27 comes into alinement with the expansion chamber 25. If now the needle valve 23 is open the compressed air in the cylinder 33 will instantly .ex and through the assa e 20 into the chain or 25, thus relieving t e pressure on the front face of the piston 13. The compressed air now acting on the rear face 34 of the iston 13 with considerable ressure will drive said piston immediately inward, thus operating the oil pum lunger 12, which is integral with it, and e iverlng a char e of oilthrough the valve 24 into the cylinder of the engine. The oil on escaping from the ed es of the valve 24 mixes with the air, which y a compression oftwo hundred pounds or more has become sufficiently heated to instantly vaporize the kerosene. Some of the fuel striklng the red hot tube 3 will reduce the ignition. This tube 3 is heated efore starting by applying the flame of a asolene torch to the interior of it. Once t e engine is started the torch seams may be removed as the explosion will keep the tube 3 hot enough. The exploded gases will new drive the piston down. As soon as the passa e 26 becomes unmasked again the pressure-1n the cylinder will be communicated to the front face of the piston 13, thus instantly driving it out against the screw 17 and thus drawing a new charge of fuel into the pump casing 11 through the valve 8. Toward the end of the outstroke the expansion chamber 25 passes over the main exhaust port 28, thus allowing the pressure in the chamber 25 to lower to atmospheric pressure. At-the end of the outstroke the burned gases exhaust through port 28 and the new charge of compressed air from the crank case passes in at 30, thus repeatin the cycle of operation. This engine is sel controlling, no overnor of any kind bein here required, t e speed being determined by the setting of the needle valve 23. In order that the oil pump may actit is necessary that the pressure in chamber 33 fall below the pressure in the chamber 34. Now it can easily be imagined that if the engine is running say at four hundred revolutions per minute and the valve 23 is set in such a way that the pressure in the chamber 33 will just barely dro below the pressure in the chamber 34 wit theresultthat the pum will just act and everi once in a while fall to act, it is evident under these conditions that any increase of the speed of theengine by reducing the time of alinement between passage 27 and the chamber 25 would prevent the pressure in the chamber 33 from dropping sufiiciently below the pressure in chamber 34 and throw the fuel pump out of action, thus positively limiting the speed. It is also evident that if under the above conditions the valve 23 wasset still closer, the pump would also cease acting until the engine had sufficiently slowed down to leave the chamber 25 and the port 27 long enough in alinement to allow the compressed air to pass out of the chamber 33 by the now decreased passage of the needle valve 23.

The power of the engine can here readily be altered to suit any load at any speed by altering the amount of fuel injected b means of the thumb screw 17 which contro s the length of the pump stroke. As the fuel during injection is here only mixed with a small part of the total air supply, even the smallest amount of kerosene injected will positively explode.

From the foregloing description, taken in connection with t e accompanying drawing, the advantages of the construction and of the method of operation will be readily apparent to those skilled in the art to which the invention ap ertains, and while I have described the prmciple of operation of the invention, together with the device which I now consider to be the embodiment thereof,

I desire to have it understood that the de vice shown is merely illustrative, and that such changes may be madewhen desired as are within the scope of the claims appended hereto.

Having thus described the invention what is claimed as new, is

1. In an internal combustion engine comprising a cylinder and a piston arranged to reciprocate therein, afuel pump for supplying the engine with fuel, and a motor for the fuel pump comprising a cylinder having opposite ends in communication with the engine cylinder and a piston having oppo site faces of different areas arranged within the cylinder and adapted to be actuated by the compression and expansion of the gases in the cylinder of the engine.

2. In an internal combustion engine comprising a cylinder and a piston arranged to reciprocate therein, a fuel pump for charging the cylinder and a motor for actuating the fuel pump, said motor comprising a piston having opposite faces of diflt'erent areas and a cylinder having its opposite ends in communication by passages with the engine cylinder, the piston of the engine having an expansion chamber which is adapted to register with the passage leading from the end of the motor cylinder facing the larger side of the motor piston.

3. An internal combustion engine comprising a cylinder, a piston arranged to 0perate therein and having an expansion chamber, a fuel pump for charging the engine cylinder, a motor for operating said fuel pump, said motor comprlsing a piston havlng o posite faces of difierent areas and a cylin er receivin said piston, said cylinder having passages leading from opposite ends into the engine cylinder, the passage leading from the end of the cylinder facin the larger side of the motor piston eing adapted to register with the expansion chamber of the engine piston, and a valve for regulating the effective size of the passage adapted to communicate with said expansion chamber.

4. An internal combustion engine com prising a cylinder, a piston arranged to operate therein and having an expansion chamber, a fuel pump for charging the engine, a motor for the'fuel pum'p comprising a cylinder and a piston, the latter operating in the motor cylinder and having faces-of different areas, the motor cylinder having opposite ends in communication with the engine cylinder and having the passage leading from the end of the cylinder facing the larger side of the motor piston adapted to register with the expansion chamber of the engine piston, a valve for regulating said passage, and means for varying the stroke of the motor piston.

5. An internal combustion engine comprising a cylinder, a piston arranged to operate therein and provided with an expansion chamber, a fuel pump for charging the engine, inlet and delivery valves for controlling the suppl of fuel to theengine, a motor for the fuel pump comprising a cylinder and a piston arranged to operate in "the c linder and having opposite faces of different areas, the end of the motor c linder facing the larger side of the piston adapted to communicate with the engine cylinder at two points, one of which is adapted to register with the expansion chamber of the piston, and a valve for regulating the openin adapted to register with said expansion 0 amber, and the opposite end of the motor cylinder having a passage leading therefrom and communicating with the said engine cylinder, and means for regulating the stroke of the motor piston and the stroke ofthe fuel pumip.

In testimony whereof I a x my signature in presence of two witnesses.

AL'PHONSE BUTSCH. Witnesses R. J. H. CLARKE, W. R. MYERS. 

